Motor Oil Blend and Method for Reducing Wear on Steel and Eliminating ZDDP in Motor Oils by Modifying the Plastic Response of Steel

ABSTRACT

An environmentally-improved motor oil blend and related methods for properly lubricating components of an engine and favorably modifying a plastic response of components of the engine, the blend being free of zinc di-alkyl-di-thiophosphates (ZDDP) and free of zinc di-thiophosphate (ZDTP), comprising: a motor oil selected from the motor oil group consisting of Group I, Group II, Group III, Group IV, and Group V motor oils; a motor oil additive comprising alpha-olefins and hydroisomerized hydro-treated severe hydrocracked base oil; ZDDP omitted from the chemical constituents of the motor oil; and ZDTP omitted from the chemical constituents of the motor oil.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of pending application U.S. Ser. No.14/699,924 filed Apr. 29, 2015, which in turn claims benefit ofprovisional application U.S. 62/109,172 filed Jan. 29, 2015, which ishereby incorporated by reference in its entirety. This application isalso a continuation of pending application U.S. Ser. No. 15/508,137filed Mar. 2, 2017, which is a US national application based onPCT/US16/15256 filed Jan. 28, 2016. Said PCT/US16/15256 in turn claimsbenefit of provisional applications 62/287,942 filed Jan. 28, 2016, and62/109,172 filed Jan. 29, 2015. This application is also acontinuation-in-part of pending application Ser. No. 15/090,797 filedApr. 5, 2016. Said Ser. No. 15/090,797 is a continuation of applicationU.S. Ser. No. 13/822,385 filed Mar. 12, 2013, is now U.S. Pat. No.9,309,482 issued Apr. 12, 2016. Said Ser. No. 13/822,385 is a USnational stage application based on expired application PCT/US11/52279filed Sep. 20, 2011. Said Ser. No. 13/822,385 and PCT/US11/52279 arecontinuations of application U.S. Ser. No. 12/887,834 filed Sep. 22,2010, now U.S. Pat. No. 8,334,244 issued Dec. 18, 2012.

BACKGROUND OF THE INVENTION

The field of this invention relates to the latest technology forsubstantially reducing steel-to-steel wear along with eliminating theneed for Zinc Dialkyldithiophosphates (ZDDP) in motor oils as ananti-wear component. The composition of this invention has been shown tomodify the plastic response of steel while having a positive influenceon the chemical reactivity of the surfaces subjected to being worn downdue to friction. Specifically, based on the tribological testingdetailed in U.S. 62/109,172, spectroscopic analysis of the wear tracksof an engine disk revealed that chemical elements like P, S, Mn, Zn,which can be from the ZDDP in the oil, were not detected. This suggeststhat this composition inhibits the reaction of ZDDP and renders itunnecessary for reducing wear.

This is important, because today there is a movement within a number ofstates and countries to remove or substantially reduce the need for ZDDPin motor oils. Environmentalists in the US have lobbied both State andFederal departments to legislate such a ban. Unfortunately, governmentshave been reluctant to issue or enforce such a ban until acost-effective alternative becomes available which can have the same orbetter anti-wear performance results as ZDDP, while eliminating the needfor ZDDP itself.

There are in fact two types of zinc-thiophosphates universally added tomotor oils used today: zinc di-alkyl-di-thiophosphates (which is ZDDPproper), and/or zinc di-thiophosphate (which is often abbreviated toZDTP). Unless otherwise specified, when the acronym ZDDP is used in thisdisclosure, it is being used to refer to either of these, with orwithout the di-alkyl group. And specifically, the composition of thisinvention eliminates the need for either of ZDDP-proper, or ZDTP to beused in motor oils any longer.

The automotive industry was much simpler in the early days. Enginesbearings were made from a soft tin/copper/antimony alloy, commonlyreferred to as babbitt. This alloy is relatively inert chemically andhas the ability to absorb small amounts of foreign particulate material.But, as engine horsepower increased, babbitt alloy surfaces proved to beinadequate to bear the increased loading on these surfaces.

Thus, the need for harder bearings arose, and new types of bearings withcadmium/silver, cadmium/nickel, and copper/lead construction weredeveloped. Such bearings were much stronger, but were not as chemicallyinert as babbitt and could be attacked by the acids generated from oiloxidation. These new bearings were unable to absorb foreign materialsuch as carbon, grit and wear debris into the bearing material, andconsequently, improvements in oil filtration were developed and used invehicles to decrease premature wear.

Further, bearing corrosion inhibitors, anti-wear agents and acidinhibitor compounds were developed to protect these new bearings. Therewas a need to protect the bearings against both corrosive and mechanicalwear, and many of these compounds served both functions. Compounds suchas sulfurized sperm oil, organic phosphates, dithiocarbonates anddithiophosphates were experimented with to reduce premature wear. In1941, Lubrizol developed Zinc Dialkyldithiophosphates, which remain themost commonly-used form of ZDDP, and introduced these to the market.

Initially, ZDDP was added to motor oils in low concentrations of lessthan 0.3% by volume as a bearing passivator, defined as treating orcoating a metal in order to reduce the chemical reactivity of itssurface. In addition, ZDDP was found to be a remarkably effectiveanti-wear agent; a true extreme-pressure (EP) additive for heavilyloaded steel-on-steel sliding mechanisms such as camshafts and valvelifters or tappets. During these years, there was little if any concernabout the impact of ZDDP upon the environment.

For years, these ZDDP additives have been providing sufficient anti-wearservice, starting with the early days of gasoline and dieselnon-detergent motor oils, through the present day. Diesel engines ofmore than half a century ago, which generally operated at lower speedsand were more massively built, did not exhibit the same wear problems.But in a gasoline engine, the valve train is more heavily stressed dueto the higher engine speeds, and these additives have played andcontinue to play an important role in reducing wear.

Current and previous motor oils have depended upon the use of ZDDP as ameans to protect against premature wear between bearing surfaces andfrom steel-to-steel contact. In view especially of the detrimentalimpact of ZDDP on the environment, it would be desirable to haveavailable a replacement additive which can eliminate the need for ZDDP,which additive at the same time provides the same level ofprotection—and even better protection—for engine components.

In U.S. Pat. No. 7,745,382, which was the first of several US andforeign patents issued to Ronald J. Sloan and assigned to BestLineInternational Research Inc. (BestLine) who are the inventor and assigneefor the present application as well, it was disclosed that a syntheticlubricant additive comprising polymerized alpha-olefins (PAOs),hydroisomerized hydro-treated severe hydrocracked base oil, andsynthetic sulfonates could provide better engine lubrication and reduceengine wear, and that in fact the PAOs and the base oils could be theprimary composition for a broad range of lubricants useful in manydifferent circumstances including and beyond automotive applications,and as applied to many different materials including and beyond steel.This includes diesel fuel additives (U.S. Pat. No. 8,062,388 et. seq.),gasoline additives (U.S. Pat. No. 7,931,704 et. seq.), general purposelubricants (U.S. Pat. No. 8,022,020 et. seq.), marine lubricants (U.S.Pat. No. 8,334,244 et. seq.) and even golf club cleaners (U.S. Pat. No.8,071,522 et. seq.).

But until the tribological testing detailed in U.S. 62/109,172, thetribological mechanism underlying the effectiveness of BestLine' ssynthetic lubricant additive was not fully understood. This testingestablished that not only did this PAO, base oil and (optionally)synthetic sulfonate composition enhance lubrication, but thiscomposition was also found to modify the plastic response of theinvestigated steel and to influence the chemical reactivity of the wornsurfaces. Particularly, as noted above, because elements like P, S, Mn,Zn were not detected when this composition was added to engine oils withZDDP, this means that this composition inhibits the reaction of ZDDP andrenders ZDDP unnecessary for reducing wear if the PAO and base oil isemployed as a substitute.

Thus, it was only with the new understandings first disclosed in U.S.62/109,172, that consideration could be given to adding this PAO, baseoil and optionally synthetic sulfonate composition to motor oils, whileat the same time removing all of the ZDDP and/or ZDTP from these verysame motor oils. Thus, the addition of this PAO, base oil, sulfonatecomposition to motor oils simultaneously with the removal of all formsof ZDDP not only reduces engine wear by superior lubrication, but alsofavorably modifies the plastic response of all steel elements which itlubricates, and at the same time solves an important environmentalproblem.

The use of this composition to improve motor oils while removing theenvironmental harm caused by ZDDP and ZDTP is applicable to all of thefive groups of motor oil as defined by the American Petroleum Institute(API). This API categorization is hereby incorporated by reference intothis disclosure and its associated claims. Specifically, the September2011 standards of the API athttp://www.api.org/˜/media/files/certification/engine-oil-diesel/publications/appendix-e-rev-09-01-11.pdf?1a=enen specify as follows:

“All base stocks are divided into five general categories

-   -   a. Group I base stocks contain less than 90 percent saturates        and/or greater than 0.03 percent sulfur and have a viscosity        index greater than or equal to 80 and less than 120 using the        test methods specified in Table E-1.    -   b. Group II base stocks contain greater than or equal to 90        percent saturates and less than or equal to 0.03 percent sulfur        and have a viscosity index greater than or equal to 80 and less        than 120 using the test methods specified in Table E-1.    -   c. Group III base stocks contain greater than or equal to 90        percent saturates and less than or equal to 0.03 percent sulfur        and have a viscosity index greater than or equal to 120 using        the test methods specified in Table E-1.    -   d. Group IV base stocks are polyalphaolefins (PAO). PAOs can be        interchanged without additional qualification testing as long as        the interchange PAO meets the original PAO manufacturer's        specifications in physical and chemical properties. The        following key properties need to be met in the substituted        stock:    -   1) Kinematic viscosity at 100° C., 40° C., and −40° C.    -   2) Viscosity index    -   3) NOACK volatility    -   4) Pour point    -   5) Unsaturates    -   e. Group V base stocks include all other base stocks not        included in Group I, II, III, or IV.

TABLE E-1 Analytical Methods for Base Stock Property Test MethodSaturates ASTM D2007 Viscosity index ASTM D2270 Sulfur ASTM D1552 (useone listed method) ASTM D2622 ASTM D3120 ASTM D4294 ASTM D4927″

SUMMARY OF THE INVENTION

An additive and related method for modifying the plastic response ofsteel, the additive comprising: polymerized alpha olefins;hydroisomerized hydro-treated severe hydrocracked base oil; andoptionally, synthetic sulfonates. A tribological study detailed in U.S.62/109,172 and herein concludes that: (1) This additive significantlyreduces wear of the carbon steel disk to 6% of the wear observed in pureoil without additive; (2) There is no obvious effect of the additive onfriction except a slightly better stability with time of the coefficientof friction; (3) The additive appears to inhibit the reaction of ZDDPand renders ZDDP unnecessary for reducing wear. This suggests that theadditive may be a replacement for ZDDP in motor oils; and (4) Theadditive was found to modify the plastic response of the investigatedsteel and to influence the chemical reactivity of the worn surfaces.Although testing was not conducted to establish the coefficient offriction, as this will be concluded at a later time, previous testingsupports that the friction is reduced.

This invention is for a synthetic lubricant additive that can be addedat various ratios to provide the need protect against steel-to-steelwear or between bearing and steel surfaces, as well as related method ofmanufacturing this additive and related methods of its use. Further,this additive can be added to synthetic, synthetic blends andnon-synthetic motor oils (motor oils in all of Groups I through V) toprovide them with the anti-wear protection necessary in today's highspeed and low speed gasoline and diesel motor oils. Further theinvention allows steel under extreme pressure to yield or to respond toplastic deformation without the fracturing of the metal surface.

The additive incorporates the use of polymerized alpha olefins (PAO);hydroisomerized hydro-treated severe hydrocracked base oil; andoptionally, synthetic sulfonates. Further, one can optionally employvacuum distilled non aromatic solvents and liquefiedpolytetrafluoroethylene (PTFE) and when combined into the additive aspecific sequence, this forms a finished product that exceeds themetal-protecting capability and benefits of ZDDP while providing anenvironmentally-friendly replacement. Further this product providesprotection against steel-to-steel contact while positively influencingthe chemical reactivity of worn metal surfaces. Further this product inindependent testing reported in pending provisional application U.S.62/109,172 has demonstrated the ability to modify the plastic responseof steel placed under extreme pressure.

As previous indicated the ingredients of this additive when blended in avery specific sequence under specific conditions will provide alubricant that has shown its ability to replace the need for ZDDP as ananti-wear agent in motors oils. The blending is a combination ofaccurately-controlled sheering and homogenization of the compoundsresulting in a long-term stable blend.

Once blended in a specific sequence, simple purification or physicalseparation, such as distillation or freezing, does not constitutesynthesis, in the manner, for example, of making synthetic Group III andGroup IV from crude oil via a chemical reaction.

The finished product is a combination of:

-   -   Polymerized Alpha-Olefins    -   Hydroisomerized hydro-treated severe hydrocracked base oil    -   Optionally, Synthetic sulfonates    -   Optionally, vacuum distilled non aromatic solvents (less than        0.5% aromatics)    -   Optionally, liquefied polytetrafluoroethylene (PTFE) comprising        a stable aqueous disbursement

Synthetic lubricants have been successfully used for some time. Theyhave the ability to offer very-high-viscosity index, low volatility,superior oxidation resistance, high thermal stability, excellenttemperature fluidity and low toxicity to the environment. Thesecharacteristics in a finished lubricant are very important in modernhigh-speed and high-horsepower engines. Further these characteristicsbenefit the long term goals of being less toxic to the environment whileproviding maximum protection for automotive components.

This synthetic lubricant when tested has demonstrated the ability toprovide and exceed the anti-wear protection currently provided by theinclusion of ZDDP in motor oils. The synthetic lubricant can provide thenecessary anti-wear in automotive, diesel and marine motor oil, butwithout the environmental impact of ZDDP. It has the ability to blendwith, and be effective with, all of Group I, II, III, IV and Group baseoils.

In its preferred embodiment, disclosed here is anenvironmentally-improved motor oil blend and related methods forproperly lubricating components of an engine and favorably modifying aplastic response of components of the engine, the blend being free ofzinc di-alkyl-di-thiophosphates (ZDDP) and free of zinc di-thiophosphate(ZDTP), comprising: a motor oil selected from the motor oil groupconsisting of Group I, Group II, Group III, Group IV, and Group V motoroils; a motor oil additive comprising alpha-olefins and hydroisomerizedhydro-treated severe hydrocracked base oil; ZDDP omitted from thechemical constituents of the motor oil; and ZDTP omitted from thechemical constituents of the motor oil.

DETAILED DESCRIPTION

The preferred blending ratios for each of the components of thisadditive are shown below. It is important to maintain a blend ofcomponents falling within the following percentages:

Polymerized alpha-olefins (PAO): It is preferred that these comprisefrom 20% to 60% by volume. It is most preferred that these compriseapproximately 55% by volume. One may also use alpha-olefins (AO) whichhave not been polymerized, though PAOs are preferred. One may also usethe modern metallocene poly-alpha-olefins (mPAO) which have higherviscosity indexes than conventional PAOs.

Hydroisomerized high viscosity index (VI) hydro-treated (HT) severehydro-cracked base oils: It is preferred that these comprise from 5% to55% by volume. It is more preferred that these comprise from 7% to 25%by volume. It is most preferred that these comprise approximately 21% byvolume. It is preferred, but not required, that these base oils have aviscosity grade 32. One may also use can also saturated hydrocarbons,process oil and hydraulic oil for this base oil.

Synthetic sulfonates: These are preferred, albeit optional ingredients.It is preferred that when used these comprise from 0.05% to 10% byvolume. It is most preferred that these comprise approximately 3% byvolume. It is preferred that these synthetic sulfonates comprise a totalbase number (TBN) from 200 to 600. It is most preferred that thesecomprise a 300 TBN. One may also use thixotropic calcium sulfonates.

Vacuum Distilled Low-Viscosity and Low-Aromatic Solvents: Often referredto as aliphatic or mineral spirits, these are optional ingredients. Itis preferred that when used, these comprise from 10% to 40% by volume.It is most preferred that these comprise approximately 21.5% by volume.The low-aromatic range is preferred to be less than 0.5% aromatic. It ispreferred that these solvents have a VOC Exemption, defined by theCalifornia Air Resources Board as including those compounds “notexpected to meaningfully contribute to ozone formation due to their lowreactivity in the atmosphere.” The envisioned low viscosity is in theapproximate range of 40 C mm2/s (ASTM D 445) and viscosity at 25 C cSt2.60 and at 40 C cSt 1.98 (ASTM D 445).

Liquefied Polytetrafluoroethylene (PTFE): This is an optionalingredient. When used, it is preferred that these comprise from 0.001%to 10% by volume. It is most preferred that these comprise approximately0.45% by volume. The PTFE should be liquefied to avoid agglomeration,and preferably comprise a stable aqueous dispersion of PTFE particles inwater or oil. If oil is used, it is preferred to use 150 solvent neutralpetroleum oil or an approximate equivalent.

The following describes the preferred method for blending thesecomponents to produce this motor oil additive.

Initially, the alpha olefins, and the base oils are blended until theliquid is a consistent amalgamation without any appearance ofseparation, to yield a first blend. Blending is based on speed of theagitator, and temperature will dictate the amount of time for the blendto complete. The blending time range may vary from 4 to 6 hours. Theideal temperature for each component is between 22 to 30 degreescentigrade for optimum blending.

Further, the vacuum distilled non-aromatic solvent and syntheticsulfonates are blended together to yield a second blend. This secondblend may be prepared in a much smaller, high-speed, enclosed blender.This second blend is then added to the first blend.

If PTFE is used, then the first and second blends are finally blendedtogether with the PTFE.

If low-aromatic aliphatic solvent is used, then the first and secondblends are blended with additional low-aromatic aliphatic solvents toproduce a third blend. Then, if PTFE is used, all of the foregoing isblended together with the PTFE.

It is preferred that there is an approximate 25%/75% ratio of calciumsulfonates to aliphatic or mineral spirits, when these are used.

This third blend, or the mineral spirits alone absent the syntheticsulfonates, together with the balance of the ingredients, added to thefirst blend and the agitator is run until the components appear to havethoroughly blended into a consistent liquid. Following the blending, theproduct is sheered by a high speed sheering pump until the product isconsistent. The sheering provides a stable flow viscosity exhibitingNewtonian behavior and greatly enhances the shelf life when there aresubstantial differences in specific gravity of each component.

The preferred blending equipment used in this process is as follows:This process involves several blending and holding tanks in which theproduct can be weighed and then pumped through control valves tomaintain consistent flow and pressure. The blending should be performedin an enclosed tank to reduce product evaporation loss and preventexposure to open spark. Blending equipment can be by a combination ofhigh- or low-speed blending apparatus. The size or volume of the tank isnot critical to the blend. Sheering equipment should have a range of 60to 5200 cycles per second with a typical speed of 3600 cycle per secondand be capable of making stable emulsions of products with oilingredients providing liquid suspensions and dispersions withoutaeration.

This motor additive is then combined with a motor oil selected from themotor oil group consisting of Group I, Group II, Group III, Group IV,and Group V motor oils, without the use of ZDDP of ZDTP, to provide anenvironmentally-improved motor oil blend for properly lubricatingcomponents of an engine and favorably modifying a plastic response ofcomponents of the engine. The preferred blend ratio is from 85% to 95%by volume of motor oil, and from 5% to 15% by volume of the motor oiladditive.

To create the motor-oil blend, the motor oil and the additive arecombined together, and this combination is then simply mixed with ahigh-speed blender before being packaged. Given the chemicalcharacteristics of motor oil and of the additive, there should beminimal or no separation thereafter while the packaged blend ismaintained on a shelf, i.e., the blend should remain homogeneous forwhatever shelf-life the motor oil blend may have before it is poured bya user into an engine.

While not the preferred mode of usage, one could take a motor oil withno ZDDP and no ZDTP and introduce that into an engine separately fromintroducing the lubricant. However, in this circumstance the user wouldneed to take care to maintain an optimum mix of 85% to 95% by volume ofmotor oil and 5% to 15% by volume of the motor oil additive. Using ablend that is already combined in the desired ratios is preferredbecause the user need not then be concerned with maintaining the ratioof motor oil to additive within the desired ranges, and the possibilityof user mistake is eliminated.

Referring to the API properties laid out earlier in the background ofthe invention, the overall combination of the motor oil with thelubricant, depending upon the viscosity of the host motor oil withoutZDDP or ZDTP, will have the following characteristics: 1) For someselected temperatures: 100° C., kinematic viscosity 1.7 to 102.0; 40°C., kinematic viscosity 5.4 to 1350; −40° C.; kinematic viscosity 2,704to 35,509. 2) Viscosity index: 90 to 200. 3) NOACK Volatility 0.6 to99.5. 4) Pour point up to −20 to −61 C. Again, these ranges aredependent on the viscosity of the host oil. Finally, 5) the POA (or AOor mPAO) base should have a PAO Unsaturates viscosity grade from PAO-2to PAO-100.

Generally, for motor oil blends, the range from PAO-2 to PAO-10 issufficient. However, for other lubricating applications in which it isdesirable to remove environmentally-undesirable chemicals such as ZDDPand ZDTP replace them with the alpha-olefin and base oil additive ofthis disclosure, given the understanding disclosed in U.S. 62/109,172regarding how this additive favorably modifies plastic response andinfluences chemical reactivity, one may find it desirable to usealpha-olefins in the higher range up to and including PAO-100 for otherlubricating applications, as outlined further below.

Specifically, it is also understood and disclosed here that the basecombination of alpha-olefins and hydroisomerized hydro-treated severehydrocracked base oil can serve as a replacement forenvironmentally-undesirable chemicals not only in motor oils, but inother lubricating/anti-wear agents and applications including, but notlimited to:

-   -   Gear Oils    -   Automatic Transmission Fluids    -   Hydraulic Fluids    -   Greases    -   Turbine Oils and Fluids    -   Metal Working Oils    -   Chain Lubes    -   Compressor Lubricants    -   Conveyor Lubricants    -   Paper Machine Oil    -   Form Oils    -   Way Oils    -   Drill Oils    -   Drawing and Stamping Oil    -   Bar Oils    -   2 Cycle Oil    -   Steam Oil

The ability to omit environmentally-undesirable chemicals in this broadrange of circumstances, which chemicals are widely thought to beessential to providing proper lubrication and protecting against wear,emanates from the disclosure in U.S. 62/109,172 that this basecombination of alpha-olefins and hydroisomerized hydro-treated severehydrocracked base oil modifies the plastic response of steel and changesthe chemical reactivity of the surfaces subjected to being worn down dueto friction whereby these environmentally-undesirable chemicals were notdetected under spectroscopic analysis of the wear tracks. So while avery important application of this disclosure is to motor oils becauseof the widespread usage of these oils and the consequent substantialenvironmental impact of these oils, it is also understood that the samefavorable plastic response modifications and chemical reactivity changeswill also transpire in many other applications, which enables thisdisclosure to be fruitfully applied to those other applications as well,and particularly, to the removal from fluids, lubricants and oilsgenerally of environmentally-undesirable chemicals widely regarded to beessential for proper lubrication and anti-wear protection.

The knowledge possessed by someone of ordinary skill in the art at thetime of this disclosure, including but not limited to the prior artdisclosed with this application, is understood to be part and parcel ofthis disclosure and is implicitly incorporated by reference herein, evenif in the interest of economy express statements about the specificknowledge understood to be possessed by someone of ordinary skill areomitted from this disclosure. While reference may be made in thisdisclosure to the invention comprising a combination of a plurality ofelements, it is also understood that this invention is regarded tocomprise combinations which omit or exclude one or more of suchelements, even if this omission or exclusion of an element or elementsis not expressly stated herein, unless it is expressly stated hereinthat an element is essential to applicant's combination and cannot beomitted. It is further understood that the related prior art may includeelements from which this invention may be distinguished by negativeclaim limitations, even without any express statement of such negativelimitations herein. It is to be understood, between the positivestatements of applicant's invention expressly stated herein, and theprior art and knowledge of the prior art by those of ordinary skillwhich is incorporated herein even if not expressly reproduced here forreasons of economy, that any and all such negative claim limitationssupported by the prior art are also considered to be within the scope ofthis disclosure and its associated claims, even absent any expressstatement herein about any particular negative claim limitations.

Finally, while only certain preferred features of the invention havebeen illustrated and described, many modifications, changes andsubstitutions will occur to those skilled in the art. It is, therefore,to be understood that the appended claims are intended to cover all suchmodifications and changes as fall within the true spirit of theinvention.

I claim:
 1. An environmentally-improved motor oil blend for properlylubricating components of an engine and favorably modifying a plasticresponse of components of the engine, said blend being free of zincdi-alkyl-di-thiophosphates (ZDDP) and free of zinc di-thiophosphate(ZDTP), comprising: a motor oil selected from the motor oil groupconsisting of Group I, Group II, Group III, Group IV, and Group V motoroils; a motor oil additive comprising alpha-olefins and hydroisomerizedhydro-treated severe hydrocracked base oil; ZDDP omitted from thechemical constituents of said motor oil; and ZDTP omitted from thechemical constituents of said motor oil.
 2. The motor oil blend of claim1, further comprising: from 85% to 95% by volume of said motor oil; andfrom 5% to 15% by volume of said motor oil additive.
 3. The motor oilblend of claim 1, said motor oil additive further comprising syntheticsulfonates.
 4. The motor oil blend of claim 3, said synthetic sulfonatescomprising thixotropic calcium sulfonates.
 5. The motor oil blend ofclaim 1, said alpha-olefins comprising polymerized alpha-olefins.
 6. Themotor oil blend of claim 5, said polymerized alpha-olefins comprisingmetallocene polymerized alpha-olefins.
 7. The motor oil blend of claim1, said motor oil additive further comprising vacuum distillednon-aromatic solvent.
 8. The motor oil blend of claim 1, said motor oiladditive further comprising liquefied polytetrafluoroethylene (PTFE). 9.A method of producing an environmentally-improved motor oil blend forproperly lubricating components of an engine and favorably modifying aplastic response of components of the engine, said blend being free ofzinc di-alkyl-di-thiophosphates (ZDDP) and free of zinc di-thiophosphate(ZDTP), comprising: providing a motor oil selected from the motor oilgroup consisting of Group I, Group II, Group III, Group IV, and Group Vmotor oils; omitting ZDDP from the chemical constituents of said motoroil; and omitting ZDTP from the chemical constituents of said motor oil;and combining a motor oil additive comprising alpha-olefins andhydroisomerized hydro-treated severe hydrocracked base oil with saidmotor oil to yield said motor oil blend.
 10. The method of claim 9,further comprising combining from 5% to 15% by volume of said motor oiladditive with from 85% to 95% by volume of said motor oil.
 11. Themethod of claim 9, said motor oil additive further comprising syntheticsulfonates.
 12. The method of claim 11, said synthetic sulfonatescomprising thixotropic calcium sulfonates.
 13. The method of claim 9,said alpha-olefins comprising polymerized alpha-olefins.
 14. The methodof claim 13, said polymerized alpha-olefins comprising metallocenepolymerized alpha-olefins.
 15. The method of claim 9, said motor oiladditive further comprising vacuum distilled non-aromatic solvent. 16.The method of claim 9, said motor oil additive further comprisingliquefied polytetrafluoroethylene (PTFE).
 17. The method of claim 9,further comprising: blending said alpha-olefins with said base oil toproduce a first blend; blending non-aromatic solvent with syntheticsulfonates to produce a second blend; and blending said first and secondblends with liquefied polytetrafluoroethylene (PTFE).
 18. The method ofclaim 17, further comprising combining from 5% to 15% by volume of saidmotor oil additive with from 85% to 95% by volume of said motor oil. 19.The method of claim 9, further comprising: blending said alpha-olefinswith said base oils to produce a first blend; blending non-aromaticsolvent with synthetic sulfonates to produce a second blend; blendingsaid first and second blends with additional low-aromatic aliphaticsolvents to produce a third blend; and blending said first, second andthird blends with liquefied polytetrafluoroethylene (PTFE).
 20. A methodfor lubricating an engine and its components without zincdi-alkyl-di-thiophosphates (ZDDP) and without zinc di-thiophosphate(ZDTP), comprising introducing into the engine: a motor oil selectedfrom the motor oil group consisting of Group I, Group II, Group III,Group IV, and Group V motor oils, said motor oil omitting ZDDP from itschemical constituents and said motor oil omitting ZDTP from its chemicalconstituents; a motor oil additive comprising polymerized alpha-olefinsand hydroisomerized hydro-treated severe hydrocracked base oil; whereby:the combination of said polymerized alpha-olefins and said base oilproperly lubricates said engine components and favorably modifies aplastic response of engine components; and said omission of ZDDP andZDTP also favorably impacts the environment.
 21. The method of claim 20,further comprising introducing into the engine from 5% to 15% by volumeof said motor oil additive and from 85% to 95% by volume of said motoroil.
 22. The method of claim 20, said motor oil additive furthercomprising synthetic sulfonates.
 23. The method of claim 22, saidsynthetic sulfonates comprising thixotropic calcium sulfonates.
 24. Themethod of claim 20, said alpha-olefins comprising polymerizedalpha-olefins.
 25. The method of claim 24, said polymerizedalpha-olefins comprising metallocene polymerized alpha-olefins.
 26. Themotor oil blend of claim 20, said motor oil additive further comprisingvacuum distilled non-aromatic solvent.
 27. The motor oil blend of claim20, motor oil additive further comprising liquefiedpolytetrafluoroethylene (PTFE).